vesterlund



(No Model. 3 SheetsSheet 1! A. F. WESTERLUND.

TRAUK-FOR USE IN TRANSPORT WORK.

No. 358,511- Patented Mar l, 1887 IZZY-5222272.- 017 firm/4.7% fa 11% N. FUERi Photoulhcgraplwn Washinglnn, D. C

(No Model.) 3 Sheets-Sheet 2.

A; F. WESTERLUND. TRACK FOR USE IN TRANSPORT WORK.

'N0.358,51'7. Patented Mar. 1, 1887.

(No Model.)

3 Sheets-Sheet 3. A. F. WESTERLUND.

TRACK FOR USE IN TRANSPORT WORK.

Patented Mar. 1, 1887.

N. PETERS. Phomuxho n hur, wnnhin ton. D. C,

NITE warns ARON FERDINAND WESTERLUND, OF STOOKHOLM, SWEDEN, ASSIGNOR, BY MESNE ASSIGNMENTS, TO THE LAMSON STORE SERVICE COMPANY, OF

NEW YORK, N. Y.

TRACK FOR USE IN TRANSPORT WORK;

SPECIFICATION forming part of Letters Patent No. 358.517, dated March 1, 1887.

Application filed September 7, 1886. Serial No. 212.918.

(No model.) Patented in Sweden March 8, 1878. No. 115, and July 3,

1878, No. 1,246; in Germany April 18. 1878, No. 3,688, and inDenmark September 16, 1878, No. 343.

To aZZ whom it 17mg concern:

Be it known that I, ARON FERDINAND VESTERLUND, formerly of Nybro, but now residing in Stockholm, in the Kingdom ofSweden, have invented certain new and useful Improvements in Elevated Carrierays, (patented in Germany April 18, 1878, No. 3,688; Sweden, March 8, 1878, No. 115, and July 3, 1878, No. 1,246, and Denmark September 16,

1878, No. 343,) of which the following is a specification.

My invention relates to systems of transportation in which cars or carriers move upon elevated tracks or ways; and my invention 1 consists in certain improvements in the ways,

tautening devices, transfer devices, and earriers, as fully set forth hereinafter.

In the accompanying drawings, Figure l is an elevation of an elevated-railway system em bodying my improvements. Fig. 2 is a plan of Fig. 1. Figs. 3 and 5 are sectional elevations, enlarged, of terminal parts of the system. Figs. 4. and 6 are plans, respectively, of Figs. 3 and 5. Figs. 7 and 8 are respectively an elevation and plan of a syste1u,showing modifications. Figs. 9 and 11 are terminal elevations, enlarged, of the system shown in Fig. 7. Figs. 10 and 12 are plans of Figs. 9 and 11. Fig. 13 is an end View, enlarged, of Fig. 3.

Fig. 14. is an enlarged transverse section on V the line 12, Fig. 3. Figs. 15, 16, 17 are views showing the carrier and speed-governor. Figs. 18 and 19 illustrate a different form of speedgovernor. Fig. 20 illustrates another form of speed-governor.

There are two adjacent ways, A D, inclined in opposite directions, and, as shown, each way consists of a wire or cable connected to a fixed support, 1 or 2, at one end, and at the other end extending over a guide-supporting pulley, 3, and connected to a weight, F, which maintains the way taut however it may extend or expand in use, and which permits the way to contract without breaking. \Vhcn the way is long, it rests upon but is not secured to intermediate supports, E E, which maintain it in position and prevent it sagging under the weight of the carriers. The tension may,however, be maintained by screws or otherwise.

The cars, as shown, consist each of a recep- 5o tacle, 4, aframe, 5, and supportingwheels, 6, the axles of which turn in bearings in the frame, said wheels being grooved to embrace the way on which they run as the car moves under the influence of gravity toward the lower end. The ways are preferably placed in elevated positions, so as not to interfere with travel upon the level of the ground; and this necessitates the use of an elevator to raise each car to and put it upon the way A.

The elevator may be constructed in different ways. As shown, it consists of a flexible extension ofthe way A,in the form ofa rope, L, connected at one end to the way and extending to a support in the form ofa pulley, K, which is higher than the way, so that when the rope is drawn taut the car thereon will be raised from a lower level above and run down the rope onto the way.

One means of raising the elevator-rope from a level below the way consists of a drum, 7, turning in bearings on the standard 8, sup porting the pulley K, and revolved. by means of a crank-handle, 9.

The car may be constructed to automatically discharge its load on reaching its destination by the receptacle tilting over from impetus when the frame is arrested, the receptacle having trunnions turning in bearingsin the frame; or it may be otherwise actuated.

As shown,the trunnions 1O 10 are in line with the wheels, and the receptacle, when the car reaches the terminal station H, by striking a projection, 14, is caused to swing or tilt over in the direction of the arrow, Fig. 2, and discharge its load.

In order to automatically transfer each car from the lowest end of the way A to the highest end of the way D, I use a suitable switch. As shown in Figs. 1, 2, 5,6, there is a pivoted or movable rail or track section, at, connecting with or constituting a prolongation of the way D and swinging to the position shown in dotted lines, Figs. 2 and 6, as the car passes to the end of the way A, but swinging back with its end in contact with the way A, so that the car on its return movement will pass onto the switch-rail and to the track D. To cause the car to move back automatically, that part of the way Abeyond the end of the switch-rail m may incline upward, as shown in dotted lines, Fig. 5, so that the car will be carried by impetus onto this inclined portion, and will, after stopping, move down the incline to the switch without the manipulation otherwise required.

To avoid the necessity of transferring the car by hand from the lower end of the way D to the elevator, the car may be run upon a supplemental rail, forming an extension of the rail D, and then onto the elevator. As shown, this supplemental rail consists of a switch-rail, m, pivoted to a supporting-bracket, 15, so that it may be swung to either carry one end to or from the elevator L. In the first position the rail m receives the car from the way D; in the second, it transfers it to the elevator; or one portion of the rail m may be fixed in position to always receive the car from the way D and the other part may be swung out to the position shown in dotted lines, Figs. 2 and at, to prevent the transfer of the car to the elevator when it is desired to retain it at the station G.

By the means described any number of cars may be readily elevated to a way in a high position and transported to any desired point and back to the sendingstation, being returned in the same succession sent or otherwise, and the cars may be loaded and the loads may be withdrawn whilethe cars are in circuit and without removing them from the way, the cars also being elevated from one part of the way to the other without breaking the continuity of their travel or removing them from and replacing them by hand on the ways.

It will also be seen that by making the cars selfdumping they may travel in a continuous circuit without removal or replacing, and practically without stopping.

. Another form of transfer device is shown in Figs. 9 to 12, Where the supplemental rail m is in the form of a yoke, the ends contacting with the two ways, but capable of being drawn away to the positions shown in dotted lines, Figs. 8 and 12, when the cars are to be arrested at the stat-ion H. In like manner thetransferrail art may form a yoke-like extension of the rail D, and one end may play so as to be carried to and from the elevator, as shown by full and dotted lines, Figs. 8 and 10. here several lines are to connect to carry all the cars to or from one station, the transfer or switch rails may serve to direct the cars from one line to another, as shown in Figs. 8 and 10, when the switch-rails m serve to conduct cars from the rail D, to a branch, J, and from the branch rail J to the rail D.

The transfer or switch rails may be formed of curved bars or rails supported by suitable brackets, and having connection at the ends with the straight sections to form a continuous track, whether the curve connect the main tracks,or a main and a branch track,as shown in dotted lines, Figs. 8 and 10.

In the construction shown in Figs. 9 to 12, the pulley K constitutes the drum on which the elevator-rope is wound.

To prevent the too rapid travel of the cars, each may be provided with a speed-regulating device or governor.

In Figs. 15, 16, 17 an escapcment-governor is shown, the arms of the forked escapementlever 16 engaging with the teeth of a threetooth escapement-wheel', 17, on the shaft of one of the car-wheels. The lever 16 vibrates on a pivot, 18, and has an adjustable pendulum-arm, l9.

A pendulum-governor is shown in Figs. 18 and 19, the pendulum 19 being pivoted to the frame of the ear and connected by a rod, 20, to a crank-pin, 21, projecting from one of the carwheels. I

In Fig. 20 there isaball-governor, thelever 22 of which isconnected by a rod, 23, to an arm on a brakeshaft, 24, the brake 25 of which is applied to the wheel if the speed is excessive.

The flexible elevator may consist of a rope, cord, cable, chain, band, or other flexible strip.

Without limiting myself to the precise construction and arrangement of parts shown, I claim- 1. A system of transportation consisting of two waysinclined in reverse directions,a transfer device at the converging ends of the ways, and an elevator between the'separated ends of the ways, and wheeled carriers adapted to travel on the ways, substantially as described.

2. The combination, with two ways for carrying cars in opposite directions, converging at one end and arranged at different levels at the other ends, of an elevator adapted to receive the cars from one way and to convey them to the other way at the diverging ends, and means for raising and lowering the elevator, substantially as described.

3. The combination of reversely inclined ways, and a flexible rope connected with the upper way and supported to swing past the end of the lower way, and means for raising the rope, substantially as described.

4. The combination, with an elevated way, of an independent support beyond the end of the way, a flexible section connected to the way and passing over said support, and means for raising and lowering said flexible section, substantially as described.

5. The combination, with an elevated way, of a flexible section connected thereto and forming a continuation thereof in the direction of the length of the way, a support beyond and independent of the way over which the flexible section passes, and means for raising and lowering said flexible section, substantially as described.

6. The combination, with a fixed elevated way, of a flexible section connected thereto and passing over a support disconnected from the way, whereby a continuation of said way is formed in the direction of its length, and means for raising and lowering said flexible section, substantially as described.

7. The combination, with a flxed inclined elevated way, of a distant support beyond and independent of the way, a flexible section connected to the way and passing over said support, and means for raising and lowering said flexible section, substantially as described.

8. The combination, with a way for traveling cars, of a rope elevator connected with a higher way and means for bringing it into position to receive the cars from the lower way, substantially as described.

9. The combination of two reversely inclined ways and cars adapted to travel thereon, and a rope connected with the upper way, and means for bringing it in position to receive cars from the lower way, substantially as described.

10. The combination, with an elevated way, of a distant support independent of and above the way, a flexible section connected to said way and passing oversaid support, and forming a continuation of the way in the direction of its length, and means for raising and lowering said flexible section, said flexible section being adapted to receive, elevate, and discharge wheel-carriers onto the main way, substantially as described.

11. The combination of a way, a support for the end thereof, a pulley above and beyond said end, and a rope extending to the way and over the pulley, substantially as described.

12. The combination, with an inclined way, of an elevating-rope swinging between stationary supports, one at the end of the way and the other beyond said end in position to receive and conduct carriers passing from said way, substantially as described.

13. The combination, with terminal stations, of double-inclined ways extending between said stations, converging at one end, and an elevator connected to the end of one way and extending adjacent to the end of the other way, substantially as described.

14,. The combination, with two reversely-inclined wire ways, of a transfer-rail at the converging ends of the ways, whereby cars are conducted from one way to the other, substantial] y as described.

15. The combination, with the two reverselyinclined wire ways, of a movable switch-rail arranged to transfer cars from one way to the other, substantially as described.

16. The combination of reversely-inclined ways and a switch-rail arranged topermit the cars to pass the same upon one way and to receive and conduct them to the other way when moving in a reverse direction, substantially as described.

17. The combination of two reversely-inclined ways, a transfer-rail at the converging ends, and an elevator between the opposite ends, substantially as described.

18. The combination, with reverselyinclined rails, elevator, and transfer-rail, oif lateral ways and transfer-rails, substantially as described.

19. The combination of reversely-inclined ways, elevator, and switch-rail extending from the lower way to a position to deliver the cars onto the elevator when in its lowest position, substantially as described.

20. The combination of double inclined ways and transfer appliances, and cars traveling on said ways and provided with receptacles, and automatic means for discharging said receptacles, substantially as described.

ARON FERDINAND WESTERLUND.

Witnesses:

GHR. V. CRONHALING, J. H. VERNQVIST. 

